Motor-pump attachment



B. D. GILSON.

MOTOR PUMP ATTACHMENT.

APPLICATION man 111111.12. 1919.

1,340,389, v Patented May 18, 1920.

3 SHEETS-SHEET l.

7/ ,7 l F15 .l.- 4 4@ @-11 /2 12mm) fh EIS- l'E//l-- /9 N j /Z/d Z/T I 44@ /5 Q/f if' if] /l [5 @d V4 /7 3 a i B535 g @13g/y;

ATTORNEY.

B. D. GILSON.

MOTOR PUMP ATTACHMENT.

APPLICATION FILED MAR. I2, |919.

1,340,389. Patented May 18, 1920.

0 3 SHEETS-SHEET 2. FLE.- E: /Z

WITNESS:

IN V EN TOR.'

A TTORNE Y.

B. D. GILSON.

MOTOR PUMP ATTACHMENT. APPLICATION FILED MAR. I2. 1919.

1,340,389. Patented May 18,1920.

3 SHEETS-SHEET 3.

T f6 RC?-E WITNESS:

@f3-jaw lNI/ENToR.-

Y a fa/I/ Mm A TTORNE Y.

PATENT oEEioE.

BERT DELL GILsoN, or CHICAGO, ILLINOIS.

MOTOR-PUMP ATTACHMENT.'

' Specification of Letters Patent.

Patented May 18, 1920.

Application filed March 12, 1919. Serial No, 282,100.

, engine.

In a broad sense my aim is to accelerate the circulation through acooling system of this character. More particularly my object is theprovision of attachable devices for effectingsuch acceleration. Anotherobject resides in the provision of flexible means forcorrectinginaccuracies in the alinement of the moving parts, when thedevice is attached to the somewhat imperfect clamping surfaces of theengine. Further objects and advantages will become apparent upon perusalof the following description and examination of the appended drawings,of which:

Figure l illustrates, in side elevation, an apparatus embodying theinvention, as .it appears mounted in practice,

Fig. 2 is a corresponding plan view of the apparatus,

Fig. 3 is an enlarged view of a portion of Fig. 1,

Figs. 4 and 5 illustrate important elements ofthe invention, and

Figs. 6 and 7 show a modified form of accelerating device.

Anyone versed in the art will notice that Figs. 1 and 2 illustrateportions of an'internal combustion engine 1, and its radiator 2, bothmounted on the framework of an automobile of the Ford type. The numeral3 denotes the accelerating mechanism of my invention, and from thismechanism extends a shaft 4, said shaft having mounted on'its `outerextremity a pulley 5, which in turn is connected for rotation by theusual fan driving pulley 7 of the engine crank shaft through the mediumof the belt 6. The latter extends also over the pulley 8 of the fan 9,and the parts are so related that the fan` and the accelerator shaft 4are simultaneously rotated. The'fan and fan pulley are suspended' onadjustable devices 10 for the purpose of taking up slack in the belt 6,

but as such devices, per se, are well known to the art, no furtherexplanation is thought necessary.

In the waterj acket 11 of the engine is cut an inlet port, and on theflange of the said port is bolted a member 12 of the accelerator 3. Fromthe outlet port of the water jacket extends a flexible'tube 13 t'o theupper portion of theradiator 2, and from the bottom of the latterextends a tubular connection 14 to a coperating member 15- of the-accelerator. As the water within the jacket absorbs the heat of theengine it rises through the tube 13 and enters the radiator, withinwhich it gradually sinks, as it Wastes its heat into the atmosphere,vwhereupon it is drawn through the tube 14 and back into thewaterjacket.

While Fig. 1 of the drawings is not mechanically correct, it is drawnclose enough to the proper proportions to indicate that the inlet portof the waterjacket is located considerably higher than the outlet 2a ofthe radiator. Experience shows that, at least on the well known type ofengine considered, the circulation is not sufliciently rapid, and thatconsequent steaming of the radiator frequently occurs. This condition,of course, is detrimental to the engine. Referring now .to Fig. 3, it isnoticed that the part 12 comprises, in addition to the bolting flange12, a curved tube, which communicates with a substantially 'cylindricalchamber l2". The face of the said chamber and the face of theaccelerator member 15 are carefully machined, so as to form a watertightjoint, and the parts are suitably bolted together. Operating within thechamber 12b is a propeller member 16 (see also Fig. 5), which bysuitable devices is fixed on an extension 4 of the drive shaft 4, and isrotated by the said shaft in the direction indicated. f

This propeller has on its periphery a plurality of blades 16, and thesaidblades, instead of being axially placed, as is common in practice,are set at a certain angle, and this angle is nicely calculated in orderto throw the water in the general direction of the channel 12. It may beremarked that the said channel may be straightened by moving the flange12a to a position in alinement with the chamber 12", as shown in Figs. 6and 7, but it has been found impossible to mount such a pump, largeenough to give entire satisfaction on heavy duty commercial vehicles ofthe type considered, on

K that the water enters at 15b, and that it passes through a chamber'15c into the pro-` peller chamber 12". The propeller 16 is made withnarrow spokes 16a, and it is noticed that it has, between itsi hub andperipheral'l flange, a chamber substantially of the same area as that ofthe chamber 15e, and an uninterrupted passage for the water is thusprovided.- Attention is also calledy to the sleeve portion 15j of theaccelerator memberv 15. The said sleeve protects the shaft 4a againstthe water and strengthens it against the upward lstrain of thepropeller. A suitable end thrust washer 20 is also introduced.

Between the outlet flange 11a of? the water jacket and the flange 13a ofthe tube 13 is clamped a bracket 21, and the latter termi nates in ajournal .box 21a, within which the shaft 4 is rotatably fixed. It,\vouldbe quite impossible, commercially speaking, to mount this bracket 20 andthe accelerator 3 in good enough alinement to rotatably support theshaft 4, 4a, and experience has shown that, even though the parts befairly well alined inthe first instance, they soon become shaken out ofline. In order to overcome this difficulty I have introduced flexibledevices at the juncture of the shaft members. In the drawings I haveillustrated a very simple form of flexible coupling, comprising merely acoil spring 22 having its ends anchored in the abutting ends of theshaft members. The spring 22 also illustrates another important feature.As the distance between the -accelerator and the bracket 21 Will vary onevery machine, the spring will adjust itself to the variation. But Iwish it understood that I may substitute more elaborate devices, havinga wider range of flexibility.

In mounting the accelerator the horn has been removed from its usualsupport. In order to reestablish it in substantially its formerposition, a flange 12 is made to extend upwardly from the member 3, andthis flange is perforated to receive the clamping screws of the horn 23.

In Figs. 6 and 7 I show a very much smaller accelerator, for use o nlight pleasure vehicles. It consists of two members 24 and 25, and theformer terminates in 'a flange 24a for attachment to the water jacket,as already explained in connection with the large accelerator." Thepropeller chamber is in this case formed by equal portions of th`emembers 24 and 25, and its 'motion, and to throw this .w'ater bycentrifugal force toward the outer periphery of the chamber. The arrowsin Fig. 7 indicate how the waterentersthe chamber, and also the generaldirection in which the water is propelled. A groove 25a starts near thetop of the chamber and increases uniformly in size until largest at theoutlet 25C, and this groove, byY affording the water more escapingspace, materially reduces friction and thereby adds 4to the efficiencyof the pump. The vanes 26 of the propeller are curved rearwardly,relative to the direction of rotation, in order to induce increasedcentrifugal action on the water, and experience has shown me that thisshape of propeller, placed in a chamber of the form presented, gives thevery best results. In order to strengthen the vanes of the propeller Iprovide a narrow tie-band 2Gb, having an opening corresponding toth'inlet port in size, and the 'said band bearsafgainst the wall of thechamber,whereby the friction of vanes rubbing against the wall iseliminated. A drain 25d is provided in order to prevent water remainingin the pump, when not in use.

I claim:

1. The combination with 'a motor and its water jacket, a radiator andcrank shaft, of a pump attachable to and tommunicating with the saidwater jacket, a propeller shaftA extending from the said pump, a journalbracket attachable to the front end of the motor and supporting thefront end of the said shaft, devices for rotatably connecting the shaftwithV the said crank shaft, and devices for rendering flexibility to thesaid propeller shaft intermediate the said bracket and pump.

2. A circulation accelerating attachment for a motor car includingk apump and a propeller shaft .extending from the said pump, a frontbearing bracket, said bracket supporting a drive shaft in continuationof the said propeller shaft, andflexible shaftinterconnecting devicescompensating for imperfect alinement of the parts.

3. A circulation accelerator attachment including, a pump anda-propeller eccentrically positioned within the pump so as to trap theincoming water and to lift it and throw it by centrifugal. force into afunnel shaped outlet channel, a drain at the. bottom of the said pump, adrive shaft supported Yin detachable devices in front of the pump, andflexible elements operatively connecting the said drive shaft With thepropeller.

' 4. A circulation pump having an extending propeller shaft, a driveshaft detachably' mounted in front of the said pump, and a coil springhaving its ends seated in perforations of the said shafts, therebyforming a flexible and alinement compensating connection between theshafts, all for the purpose set forth.

5. A Water circulation accelerating attachment for a motor carincluding, a pump having an offset outlet channel, a propeller Withinthe said pump and having blades twisted so as to direct the Waterthrough the said channel, a drive shaft detachably hung and positionedto operate the said propeller,

and compensating devices connecting the said shaft to drive the saidpropeller.

6. In a circulating pump attachment, a drive shaft, a propeller shaft,alinement compensating elements interconnecting the said shafts, apropeller rigid on the free end of the said propeller shaft, a propellerhousing having a cylindrical inlet chamber concentric withy andencompassing the propeller shaft adjacent to the said propeller, andanannular supporting band interconnecting the propeller vanes, said bandhaving its central opening vcorresponding in size with the said inletchamber, so -as .not to obstruct the passage through the housing.

In testimony whereof I have hereunto affixed my signature.

BERT DELL GILSON.

